Railway rail-support and rail-fastener.



L. A. SHRADER.

RAILWAY RAIL SUPPORT AND RAIL FASTBNER.

APPLICATION FILED OOT.6, 1913.

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L. A. SHRADER.

RAILWAY RAIL SUPPORT AND RAIL FASTENER.

APPLICATION FILED 00T.6, 1913.

Patented Oct. 20, 1914.

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LUCYJA. SHRADER, OF ELMIRA, NEW YORK.

RAILWAY RAIL-SUPPORT AND RAIL-FASTENER.

Specification of Letters Patent.

Patented Oct. 20, 1914.

Application filedOctober 6, 1913. Serial No. 793,696.

To all whom it may concern Be it known that I, LUCY A. SHRADER, a

citizen of the United States, residing at Elmira, in the county of Chemung and State of New York, have invented certain new and useful Improvements in Railway Rail-Supports and Rail-Fasteners, of which the following is a specification.

This invention relates to improvements in railway rail supports and fasteners, and has for one of its objects to provide a device whereby rails are supported throughout their entire length both from vertical and lateral movement and displacement and whereby the opposite rails are firmly united and supported and prevented from creeping or other movements either laterally or longitudinally of the roadbed.

Another object of the invention is to provide a device whereby rails are supported equally throughout their entire length so that all jarsvand unevenness of motion are obviated under the impact of the rolling stock. g

\Vith these and other objects in view the invention consists in certain novel features of construction as hereinafter shown and described and then specifically pointed out in the claims, and in the drawings illustrative of the preferred embodiment of the in vention.

Figure 1 is a plan View of a portion of railway track including the rails, rail supports and ties. Fig. 2 is a side elevation partly in section, of the parts shown in Fig. 1. Fig. 3 is an enlarged side view, partly in section, of a portion of the improved device. Fig. 4: is a transverse sect-ion on the line et-4 of Fig. 3. Fig. 5 is a perspective view from beneath, of one of the rail supporting members at one side. Fig. 6 is an enlarged perspective view from above of the part shown in Fig. 5. Fig. 7 is an enlarged perspective view from above, of the opposite end of one of the rail supporting members. Fig. 8 is an enlarged perspective view of one of the rail holding members.

Corresponding and like-parts are referred to in the following description and indi- .cated in all the views of the drawings by the same reference characters.

The lmproved devlce includes a support for each rail correspondingin'length thereto with the confronting ends of the rails located intermediate the ends of the supports, while the confronting ends of the supports are located intermediate the ends i if wise firmly attached to the rails at their 1 ends and the supports are further reinforced by devices located between the roadbed and the supports with fastening. de vices extending into the roadbed material.

The rails are represented conventionally at 10 and of the usual form and length, about 30 feet; The rail supports are in the form of channeled bars comprlsing the base portion .11 which engages I beneath the flanges of the rails and "vertical webs1-2 which bear against the edges of the rail flanges, asrepresented in Fig. 4. The cen tral portions of the rail supports are lo cated beneath the joints between the confronting ends of the rails, while the ends of the supports are located midway between the ends of the rails, as represented inFigs. 1 and. 2. The rails are conne-cte'd to the web 12 near the joints of the rails by clamp bolts or other suitable fastening devices 13. Located beneaththe rail supports at the joints between the confronting ends of the by the tamping which is forced around and beneath the blocks in the usual manner. The rail supports of each of the rails are connected near the joints of: the rails by transverse members 15 which are reduced where they pass beneath the supporting produced to bear against the confronting faces of the rail supports. The members 15 may be located at any distance from the joints of the rails, but will generally be placed about 14: inches from the terminals of therails and at'each side of thesupporting members 14. Forced into the roadbed rails are blocks 14 preferably of stoneor 1 like material which are embedded in the roadbed material, and preferably supported j I j '95 members, whereby bracing shoulders 16 are at the points where the reduced portions of the members 15 are located are relatively heavy rods or posts 17 with the upper ends of the rods extending through the members 15 and bearing beneath the rail supports and provided. with threaded bores in their upper end to receive clamp members 18, the

latter extending through the base portion 11 of the rail support and with flaring heads 19 which engage in countersunk apertures in the base of the rail 10. By this means the rail supports are firmly anchored to the supporting posts or rods 17 while the members 15 are likewise firmly attached to the rail supports, the flaring heads 19 extending upwardly, as shown in Figs. 3 and 1 into cavities in the bottoms of the flanges of the rails, to assist in holding the parts. The blocks 14: and the rods 17 are thus located at the joints at the terminals of the rails, and the rail supporting members are further supported between each set of the rods 17 and the supports let by ties 20 of any suitable construction. For the purpose of illustration wood ties are shown, but it will be understood that ties of any suitable construction may be employed.

At their confronting ends the rail supports are provided with interlapping joints constructed as represented in Figs. 5, 6 and 7. At one end each of the rail supports is reduced to form longitudinal projections 21 at each side which correspond in thickness to the base portion 11 of the support and correspond in width to the webs 12, as rep resented in Fig. 7. Extending from the base 11 of the rail support midway between the projections 21, is a thinner projection 22. At its opposite end each of the rail supports is reduced, as represented at 23, to receive the projections 21 of the adjacent support and likewise provided with a longithin projection 22 of the adjacent support,

tivelybetween the projections 21 and 22.

iaiasas By this means the confronting ends of the rail supports are formed with overlapping joints which firmlyunite the parts and etfectually prevent displacement both vertically and laterally. The supporting members 14 may also be located at other points beneath the rail supports, as for instance as shown in Figs. 1 and 2 beneath the o-int of the rail supports, and the stone supports may likewise be located at other points, as prererrechwithout departing from the prin ciple of the invention or sacrificing any of its advantages.

Having thus described the invention, what is claimed is:

1. Railway rail supports spaced apart and abutting end to end, tie members extending beneath said supports, members having internally threaded sockets and disposed beneath said tie members, and thread ed members engaging said sockets and having heads seated insaid rail supports.

2. Railway rail supports spaced apart and abutting end to end, tie members extending beneath said supports, members having internally threaded sockets and disposed beneath said tie'members, and threaded members engaging said sockets and havheads seated in said rail supports, the upper ends of said heads extending above the rail supports and adapted to engage railway rails when the same are disposed upon said supports. tudinal cavity at to receive the relatively In testimony whereof I aifix my signature in presence of two witnesses.

LUCY A. SHRADER. \Vitnesses:

MYRTLE E. PETTENGILL, MARY M. PE'rTENoILL.

Gopies of this patent may be obtained for five eents each,'by addressing the Commissioner of Patents,

Washington, I). G. I 

